Almost everyone had Wi-Fi in the house due to its convenience. However, there have been some safety concerns and the conclusion it that Wi-Fi can be detrimental to the overall health, especially in children. So, Wi-Fi has a negative effect on various things, from brain health to sleep quality.
Potential Dangers of Wi-Fi
Damages Childhood Development
The non-thermal radio frequency radiation from Wi-Fi can disrupt normal cellular development, especially fetal development. This radiation affects growing tissues, such as in children and youth. Consequently, they would be more susceptible than average to the described effects and are at greater risk of developmental issues.
Contributes to the Development of Insomnia
Wi-Fi has also a great effect on sleep. If you feel like you cannot fall asleep, have an irregular sleeping pattern, it may be due to the low-frequency modulation from cell phones and Wi-Fi. People who are exposed to electromagnetic radiation have a significantly more difficult time falling asleep. And we all know that sleep deprivation can be harmful to the health.
Agitates Brain Function
Wi-Fi affects the concentration and the brain function. So, the brain activity is reduced, and as a result, you may experience trouble concentrating or have memory loss.
Neutralizes Sperm
Wi-Fi is another reason which threats man’s virility. Hence, exposure to Wi-Fi frequencies reduce sperm movement and cause DNA fragmentation. Moreover, it may impact fertility or increase the risk of abnormal pregnancy.
Causes Cardiac Stress
Many people experience a real physical response to electromagnetic frequencies, including increased heart rate. Therefore, Wi-Fi increases the risk of cardiovascular diseases.
Increases the Risk of Cancer
The exposure to electromagnetic radiation increases the risk of tumor development.
Wi-Fi Radiation – How To Protect Yourself
Fortunately, there are ways you can protect yourself from the dangers, including:
Avoid placing a wireless router in your kitchen or bedroom.
Do not keep the phone in your pocket.
Use wired phones when at home, to reduce electromagnetic radiation.
If you’re pregnant, don’t keep the phone close to the belly.
Make sure you keep your phone at the other end of the room, or on the seat of the car.
Use texting more than talking.
Do not use wireless baby monitors, as they all operate on microwave frequency.
Disconnect all Wi-Fi devices before going to sleep.
How much radiation are you actually getting?
The effect of radiation is determined on the proximity of the transmitting device to the user. The further away, the less power is received, and this is usually in the “inverse proportion” rule. This means that at a given power output, if you are twice the distance from the source you will receive 1/4 of the radiation power; and if you are 4 times the distance away from the source, 1/16th of the radiation will be received, and so on.
3G devices (in the U.S.A.) don’t really have a set frequency, but rather will operate at various levels ranging from about 800 MHz to 2.4 GHz (more if you’re using Bluetooth or 4G phones).
WiFi signals, on the other hand, share the same general frequency as microwave ovens at right around 2.4 GHz.
But because of how we use these signals, it becomes a battle of distance and duration. Mobile phones are used right next to our skin for short bursts of time, while routers or laptops generally sit far away from us for extremely prolonged periods of time. The UK’s Health Protection Agency noted in 2007 that:
Sitting in a wi-fi hotspot for a year results in receiving the same dose of radio waves as making a 20-minute mobile phone call.
But the thing to learn from this is that you probably don’t have to worry too much about this kind of radiation having any seriously dangerous long-term (cancerous) effects on you (provided you’re not walking around with wireless devices taped to every inch of your skin). That’s not to say long term exposure to low-level radiation might not have other adverse health effects, but it’s hugely unlikely to be cancer. Any radiation below ultraviolet (radio, microwave, infrared, and visible light) is non-ionizing and won’t penetrate bone, meaning it can’t break down atoms (and consequently DNA, leading to cancer) and it can’t get to your brain. The “do power lines/microwaves/mobile phones/next radiation-emitting-device-that-most-people-don’t-fully-understand give you cancer?” studies are all, as they’ll always be, resoundingly inconclusive.
Even the newest WHO review of cell phones (described by CNN with a typically alarmist title) somehow makes the claim that cell phones are “possibly carcinogenic to humans,” despite the fact that “The WHO work group did not find that there was sufficient evidence linking cancer and environmental or occupational exposures with microwave energy,” implying that the possible carcinogens must come from the phones themselves, and not the radiation.
Looking at the picture above, it is somewhat alarmist as none of those devices would be normally found in a child or baby’s bedroom!
At 15:56 on 28/10/2017 emergency services were called to the small rural town of John’s River, near Port Macquarie NSW, following a report of an aircraft crash just north of the town. The tail of the aircraft could be seen from the dual-lane highway nearby.
Photo by: George Canciani
Emergency services responded urgently to the scene. Shortly after their arrival it was confirmed that VH-JMW built in 1980, a twin engined, Cessna T310R (c/n 310R1802) had crashed, killing the two occupants on board. There was no fire, however fuel leaking from ruptured fuel tanks was foamed by attending fire units.
VH-JMW (owned by Burley Aircraft) had departed from Toowoomba (YTWB) in Queensland at 13:30, on a published flight plan to Taree (YTRE), NSW, but in fact it’s destination was to be a private airstrip at John’s River, a trip that should take 1 hour 25 minutes.
Photo by: Port Macquarie News
The trip was uneventful with a cruise altitude of 9,400 feet. At 15:51, on descending through 3,000 feet, the aircraft commenced a rapid descent of 1,200 to 1,500 fpm prior to crashing at 15:56. The flight plan supplied by FlightRadar24can be seen below.
The cause of the incident remains uncertain and officers from the Australian Transport Safety Bureau are investigating the incident. This page will be updated as detail is reported. A preliminary investigation report is expected to be released in about 30 days but a final report may take up to a year.
ATSB Report
SB is investigating an aircraft accident involving a Cessna 310R aircraft, registered VH-JMW, that occurred about 40 km SSW of Port Macquarie, NSW on 28 October 2017.
The aircraft collided with terrain, fatally injuring the two persons on board.
The ATSB deployed a team of four investigators to the accident site with expertise that includes aircraft operations, engineering and maintenance.
While on site, the team will be examining the site and wreckage, gathering any recorded data, and interviewing any witnesses.
The ATSB will release a preliminary investigation report in approximately 30 days. A final report into the accident may take approximately 12 months to complete.
However, should a critical safety issue be identified during the course of the investigation, the ATSB will immediately notify those affected and seek safety action to address the issue.
They are mainly young men and live in southern states, according to a paper, published in the American Journal of Public Health.
Researchers say these young men tend to have grown up in gun-owning households, are politically conservative (Republican) and own more than one type of firearm. Some of these homes own up to seven different types of weapon.
It comes less than three weeks since gunman killed 56 people and injured more than 500 others in an attack at a Las Vegas music festival.
The massacre was the deadliest in the history of the US, which has the highest rate of murder or manslaughter by firearm in the developed world.
The study, compiled by researchers from the University of Washington School of Public Health, the University of Colorado, the Harvard School of Public Health, and North-eastern University, looked at the handgun-carrying behaviour of 1,444 gun owners using data from a 2015 national survey.
Two-thirds of them said they carried their handguns concealed, while 10 percent did so in an open manner.
The research is the first in more than 20 years to scrutinise how and in what manner US adults carry loaded handguns.
Researchers said state laws on handgun carrying have eased since the 1980s and that some respondents to the survey admitted openly carrying a firearm even in regions where it was illegal.
A teenager has been arrested after allegedly modifying a vehicle to make it look like a firefighting truck and then responding to emergencies around Melbourne.
Police say they are shocked at the lengths the 16-year-old has gone to make the modifications – fitting it with a spotlight, working siren, and flashing emergency lights.
Officers estimate that the price of the truck and its alterations would cost $100,000.
Images of the truck driving at high speed were caught on dashcam as the teen allegedly responded to crashes throughout the night, getting out to help victims.
He is said to have been wearing a hi-vis shirt throughout.
The truck was fitted with a spotlight, sirens and emergency flashing lights to make it look like a fire truck
Leading Senior Constable Fritz Ebert said it was certainly the first time he had come across such an incident.
“It would seem he’s been attending, trying to get vehicles out of the way and then getting out and I guess pretending to be an emergency service helping away at a scene,” he said.
“I’ve been in the heavy vehicle unit for five years, now in my sixth year, I’ve never seen or had anything reported like this.”
The youngster was arrested at about 2.30pm today and taken to Caulfield police station, where he faces being charged with reckless conduct endangering people.
Allegedly the first thing he said to police was; “I think I’ve been doing something stupid.”
No, not all, he is just a public-spirited young man! Said nobody ever!
$100,000 worth of truck; where he get the money for that?
On 3 September, Air New Zealand took 50 children with critical medical conditions such as cancer and heart disease, and their caregivers, on the flight of a lifetime over New Zealand. The nearly three hour flight took the aircraft and its passengers on a 440 km long and 483 km wide heart-shaped journey across New Zealand.
Departing Auckland, the Air New Zealand 787-9 headed south, beginning its heart-shaped path west of Taharo. During the flight, MCs Adam and Eve from The Adam and Eve Show entertained the kids on board. Prior to departure the children enjoyed a waiata performed by Te Kura Kaupapa Māori ā-Rohe o Māngere school.
Flight Plan
We partnered with Air New Zealand to help reveal the flight path on Facebook Live as the flight made its way over New Zealand. The exact flight plan was kept secret to ensure the finished path would be a surprise for the guests on board and for those watching at home.
And just in case you’re wondering what a heart in the sky looks like on a flight plan, here’s the full route.
Spend time at a busy airport and you’ll likely see an aircraft go-around. Find out why airplanes go around and how the maneuver enhances safety.
Go-Around Terminology
Go-Around terminology can be confusing. There are a few terms different terms used (and misused), so let’s clear things up!
Go-Around
Go-around is the general term used when the decision is made to discontinue a landing. A go-around can be accomplished anywhere along the final approach course and even after the aircraft touches down on the runway.
After initiating a go-around, the crew will begin to climb the aircraft, following instructions of air traffic control. They may fly a published missed approach procedure (a charted route) that will guide them safely away from terrain and other air traffic.
“Go-around” is also the standard international terminology used for communication between pilots and controllers. Example: “Aerosavvy 101, zombies roaming the runway. Go-around.”
Why are they called Go-Arounds?
Aircraft at smaller airfields typically fly a rectangular traffic pattern (or circuit) around the runway in preparation for landing. If the pilot decides not to land, the aircraft climbs and rejoins the pattern to go around the circuit and make another approach. Although airliners rarely fly a traditional traffic pattern, the maneuver is still called a go-around.
Rejected or Balked (Baulked) Landing
A rejected landing is a go-around that begins at very low altitude after the pilot has made the decision to land.
In some cases, an aircraft will actually touch down on the runway during a rejected landing. There are situations where getting the aircraft back into the air is safer than completing the landing.
The terms rejected landing and balked (baulked in the UK) landing are essentially interchangeable. Usage and precise definitions vary by region. Aviation regulators (FAA, EASA, etc) and aircraft manufacturers use the term “balked landing” when discussing aircraft performance requirements during low altitude (or after touch down) go-arounds.
Other Go-Around Terminology
Navy aircraft use different terms for go-arounds and balked landings.
Wave Off – When the Landing Signal Officer orders a pilot not to land on the aircraft carrier, it’s called a wave off. Similar to when an air traffic controller orders an aircraft to go-around.
Bolter – A carrier landing attempt in which the tailhook fails to engage an arresting wire, requiring a go-around. This is similar to a balked landing.
Until a few years ago, U.K. Royal Air Force controllers would order a pilot to “Overshoot” when a go-around was necessary. A few pilots tell me that “overshoot” is occasionally heard in Canada. “Go-Around” is now the standard international phraseology.
Canadian air traffic controllers will sometimes say: “Pull up and go-around” when ordering an aircraft to go-around. I suspect the “pull up” part is an attempt to get the pilots moving in the right direction while they think about the go-around. 🙂
Here’s an interesting phraseology variant from the UK. When ordering a flight to go-around, controllers state: “AeroSavvy 101, go-around, I say again, go-around. Acknowledge.” The controllers want to make certain the pilots confirm and execute the maneuver.
Missed Approach
The term missed approach is often incorrectly used to describe a go-around. The terms are not interchangeable. A missed approach is a published instrument procedure that begins after the go-around is initiated.
When pilots fly an instrument approach to a runway, they follow a detailed route displayed on an approach chart. If the pilots are unable to land when reaching the runway, they perform a go-around. After initiating the go-around, the approach chart has a Missed Approach Procedure that guides the pilots safely away from the runway, terrain, and other air traffic.
If a crew needs to abandon an instrument approach, they will alert the controller: “Metropolis Tower, Aerosavvy 101 is going-around.” Tower will then provide guidance. They might give the crew a specific heading and altitude, or say “AeroSavvy 101, fly the published missed approach.” The latter instructs the crew to follow the published missed approach procedure on the chart.
The image below shows an approach chart for Singapore’s runway 20C. The image on the right is the same procedure displayed on a 767 navigation screen. The Missed Approach Procedure (MAP) is highlighted in yellow.
Singapore runway 20C approach chart and the same approach on the aircraft navigation screen. The missed approach procedure is highlighted in yellow. Click for larger image.
To summarize: When pilots on an instrument approach are unable to land, they will first initiate a go-around, then fly a published missed approach procedure or follow the controller’s instructions.
A Go-Around Is Not an Emergency
When pilots go-around, they are avoiding a potentially hazardous situation. Flight crews are encouraged to go-around any time they are uncomfortable with an approach or landing. There are no penalties or paperwork involved when a pilot chooses to discontinue an approach.
When in doubt, Go-Around!
Excellent guidance for every pilot, regardless of experience level and equipment.
Why Do Pilots Go-Around?
There are several reasons why a pilot or air traffic controller may want an aircraft to go-around.
Unstable approach – Most airlines require aircraft to be stabilized by 1000 feet (about 3 miles from the runway). A stabilized approach means the aircraft is at final approach speed and fully configured with landing gear and flaps extended. Studies have shown that unstable approaches are a causal factor in many landing accidents. If the aircraft isn’t stable by 1000 feet, a go-around is usually required.
Spacing/Separation – Air traffic controllers try to keep landing aircraft separated by 3-5 miles. This gives an aircraft enough time to land and exit the runway before the next aircraft lands. If spacing becomes too close, the tower controller can order a flight crew to go-around.
Stuff on the Runway – Ground vehicles, aircraft, trash, and even animals on a runway will cause pilots to go-around.
Aircraft Mechanical Problem – Although rare, a flight crew might discover a mechanical problem on final approach (perhaps a flap or landing gear issue). Going around will give the pilots time to troubleshoot the problem so they can return for a safe landing.
Weather Below Minimums – Instrument approaches often specify a decision altitude where the flight crew must be able to see the runway to land. If the pilots are unable to see the runway when the aircraft reaches decision altitude, a go-around is required.
Ugly, Nasty Weather – Gusty winds or turbulence can make landing a real challenge. Wind shear (sudden change in wind speed or direction) or other severe weather can cause a flight crew to initiate a go-around. Pilots use on-board weather radar and wind shear detection equipment to aid in making the land or go-around decision. Here is a video demonstrating predictive wind shear warning technology on a Boeing 767. Pilots test this equipment daily.
How Do Pilots Go-Around?
The go-around is a safe and smooth maneuver that airline pilots practice in the simulator. A go-around early in the approach phase will often go unnoticed by passengers.
Specific go-around procedures vary by airline and aircraft type. Different planes have different buttons, procedures, and terminology. The following is a generic go-around procedure for an AeroSavvy Airlines Boeing 767 (flown by our best crew).
The go-around begins 100 miles from the airport.
About 100 miles from the destination, a flight crew will do an approach briefing. They spend a few minutes reviewing airport-specific charts and procedures necessary for landing. Arrival routing, updated weather, runway conditions, and taxi routes are discussed.
The crew also reviews the go-around and missed approach procedure for the expected runway. We always plan for a go-around.
Let’s get out of here!
We’re on final approach and Metropolis Tower has cleared us to land. The runway lights are in sight!
As we descend below 200 feet, we hear our call sign on the radio:
“AeroSavvy 101, Metropolis Tower. Aircraft on the runway. Go-around. Fly the published missed approach.”
The crew responds: “Metropolis Tower, AeroSavvy 101 going around. Flying the published missed.”
Go-Around Procedure
A well-rehearsed, scripted procedure now takes place on the flight deck. The script is spoken out loud as the crew performs the actions.
PF=Pilot-Flying
PM=Pilot-Monitoring
🛫 PF: “Go-Around Thrust” The pilot-flying presses one of the go-around switches on the thrust levers. This signals the autothrottles to advance to go-around thrust and places the flight director in go-around mode to provide pitch guidance for the climb. The pilot-monitoring confirms the thrust levers advance to go-around power.
The pilot-flying (or autopilot) begins to pitch the aircraft up to begin the climb.
🛫 PF: “Flaps 20” Pilot-monitoring selects flaps 20. This retracts the flaps from the landing position to the go-around position.
🛫 PM: “Positive Rate” Pilot-monitoring confirms the aircraft is climbing and says “Positive Rate.”
🛫 PF: “Gear Up” Pilot-monitoring positions the gear handle up to raise the landing gear.
At 400 feet above ground, the pilot-flying calls: “LNAV” (pronounced el-nav). Pilot-monitoring activates the flight director system’s Lateral Navigation (LNAV) mode. This provides the pilot-flying (or autopilot) guidance to fly the programmed missed approach procedure.
At 1000 feet above ground, the pilot-flying accelerates the aircraft and calls for the flaps to be retracted.
That’s it! The crew will continue to fly the published missed approach procedure until the air traffic controller decides how to merge the aircraft back into arriving traffic. In most cases, controllers will immediately issue heading and altitude instructions.
This fun dance happens a few times every day at busy airports all over the world.
Here’s a 2-minute video demonstrating what a go-around looks like on a Boeing 757 & 767 Electronic Attitude Direction Indicator (EADI):
What does “TO/GA” mean?
Many high performance aircraft have a switch and/or thrust lever position labeled “TO/GA.” This odd assortment of letters is an acronym for TakeOff/Go-Around (pronounced “toga,” like the ancient Roman garment).
The exact function of the TO/GA switch varies on different aircraft models. In general, the dual-function TO/GA switch signals the autothrottles and flight director to provide takeoff thrust and guidance when on the runway, or go-around thrust and guidance when on an approach.
TO/GA PARTY!
Go-Around Switches and Thrust Lever Detents
Here’s an assortment of Go-Around and TO/GA buttons. Different aircraft manufacturers have different philosophies about the best way to trigger a go-around. Boeing, Embraer, Gulfstream, and a few others prefer a button or switch. Newer Airbus aircraft have a thrust lever detent (position) that triggers the go-around mode. Pilots are usually trained and assigned to one aircraft, so they don’t have to worry about getting confused. Although I fly both the Boeing 757 and 767, they have identical cockpits so the procedure and button positions are the same.
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Boeing 737 MAX TO/GA Button
Go-Around From the Passenger Seat
The go-around is easy for the people in back. Many passengers don’t even realize they’ve done one! Here’s what to expect if your flight crew needs to perform a go-around:
Approaching the airport for landing, passengers usually hear a flight attendant chime (ding-ding) followed by an announcement to fasten seat belts and assure tray tables are in the upright position. If all goes well, the aircraft will land in the next 5-10 minutes.
If the flight crew needs to go-around, they won’t have time to tell the passengers (they’ll be quite busy). The first indication the aircraft is going-around is the sound of the engines increasing thrust. The aircraft will pitch up slightly and begin a shallow climb, followed by the sound of the gear being retracted. The crew will then retract some or all of the flaps.
The plane will make a few turns then fly 5-10 miles downwind before lining up with the runway for another approach. The flaps and landing gear will be extended back to landing configuration.
A go-around will add 15-30 minutes to the flight, depending on airport traffic. Think of it as a free sight-seeing excursion, courtesy of your airline!
Ken Hoke has been flying for over 30 years. He’s currently a Boeing 757 & 767 captain flying international routes for a package express airline. In his spare time, he writes AeroSavvy.com. Follow Ken on Twitter, Facebook,Instagram and YouTube.
“They do it because they want to get a reaction. They want to see me lash out and it all feeds into this sick and twisted entertainment value to them.” Blogger
The digital revolution has transformed our world. Never in human history have we been more connected to each other in ways that would have seemed unimaginable only a decade ago. But with the rise of social media platforms like Facebook and Twitter, and a smartphone in virtually every pocket, the internet bullies known as trolls are only ever a click, tap or swipe away.
“We want to make them cry. We love to make them cry.” Troll
Instead of bringing people together, trolls use the internet to target those they disagree with by provoking, harassing and threatening them.
“It may be that the internet has unleashed a kind of dark demon, within millions of people out there in the general public.” Psychiatrist
On Monday night Four Corners takes you into the dark side of the internet to explore the rise of cyber trolls.
“They send things to my home. It terrifies me to think what they could do, if they wanted to, knowing exactly where I live, knowing where my children go to school.” Blogger
Many trolls go to great lengths to try and hide their identity and as the program explores, psychiatrists believe this is helping to propel the appalling behaviour.
“Anonymity seems to be a very important factor on the internet, in that it seems to make people less inhibited about doing nasty things.” Psychiatrist
One self-proclaimed hard core troll outlines the trolling landscape and boasts about his extensive conquests, all while hiding behind a cloak of anonymity.
“I’ve been associated with all kinds of organised trolling groups…The Internet presented something that was never available to us before.” Troll
And some of the trolls are not who you’d expect.
“The trolls and the really dangerous people that they attract are, themselves, mothers and have small children at home.” Blogger
We meet Britain’s most notorious troll, jailed for sending threatening tweets, and a campaigner in Canada as he goes on trial after a confrontation on Twitter.
“If you’re hurt, if the truth hurts you, it’s not my problem, because I’m just telling the truth.” Canadian Activist
The prosecution of trolls raises uncomfortable questions about how far our commitment to freedom of expression goes. Activists are warning of an Orwellian future of thought police.
“Trolling is a free speech issue and if you aren’t free to hate someone then you’re not free… If we are serious about freedom of speech, then we have to allow people to say hateful, obnoxious, racist, sexist things.” Magazine Editor
RISE OF THE TROLLS, from Canadian film-maker Jonathan Baltrusaitis and presented by Sarah Ferguson, ABC TV (Australia) 19th June 2017
I noticed this proposal on Facebook (for what that’s worth!). It takes the form of a change.org petition by Cody Orlando to be presented to the federal government. I don’t support concealed firearm possession or handgun possession in any form, but I’m interested to know the thoughts of others.
This will be a tough sell as most people have never handled a pistol, don’t understand the safety features, and have been brainwashed by the media and politicians for decades – creating a society that has an irrational fear of firearms. Jeff Cooper coined the term ‘Hoplophobia’ back in 1962, describing it as a “mental disturbance characterised by irrational aversion to weapons”.
I want you to put aside your irrational fear of firearms for a moment while I present you with some facts:
It is not possible to ban guns from a society
Violent crime in Australia is up and comparable in many ways to the United States. The media and our politicians love to hide this fact from you. In Australia, a woman is three times more likely to be raped than in America.
You might say you don’t want an American gun culture. I don’t either and I’m not proposing that. I don’t support the idea of self-regulation and the private sale of firearms and ammunition to anybody and everybody. Background checks, licensing and training are essential for anyone who wishes to use a firearm in Australia.
Because Americans have guns they are more likely to shoot each other. You will often see statistics of gun deaths in America compared with other countries claiming this is the case. What they fail to mention is that most of those deaths are attributed to suicide and because firearms are so readily available, they are the tool of choice for suicide in the US. Suicide is just as concerning in Australia, it’s just that we choose instead to jump at the gap or gas ourselves in the garage. The population of America is 14 times greater than that of Australia, so a per capita comparison is more like 715 America / 60 Australia deaths by firearms. I have included a graph below that shows how much more likely you are to die by other means in the US.
In the last two decades, the UK has introduced the most restrictive gun laws in the developed world, banning many types of firearms. During this time crime has skyrocketed and criminals are the only ones with guns.
As a law abiding Australian citizen who goes to work and pays his taxes, don’t you feel the Government should be doing more to protect you from violent criminals? I’m sure they believe they are doing the best they can, but the problem is their strategy is wrong. Criminals get too much of a free ride these days. Violent offenders brazenly rob, rape and beat people with little fear that a good citizen will step in to put a stop to the attack.
Police cannot be everywhere to protect everyone. There is about one police officer per 500 citizens and each officer works 40 hours during a 24/7, 168 hour week, reducing the ratio to 1:2100. Then you need to factor in how much time they actually spend on the beat, rather than doing paperwork, time in court etc.
Policing is not a proactive business with respect to violent crime. It’s impossible to tell when and where a rapist might attack and potentially give you a nasty disease. There’s not much you can do about that disease after the fact either. You can’t sue AIDS or Hepatitis C in a court of law.
Now I’m not suggesting for a moment that you or your daughter carry a concealed weapon to protect yourselves, but what I am proposing is that those good citizens who are trained and licensed to use pistols should be legally allowed to carry in public in their own personal time.
Why can’t an off-duty police officer choose to carry a pistol when he is doing his grocery shopping, or an armed security guard or sporting pistol shooter for that matter? Approximately 0.5% of Australians are trained and licensed to use pistols. How brazen would a criminal be knowing that 1 in 200 citizens would be only too happy to step in and assist another good citizen like yourself in distress?
You have a choice. You can continue to believe the media, political spin, lies and fear-mongering, or you can choose to believe that authorities recognise they cannot control criminals, so they control the law abiding. Lobby your government to allow licensed people to carry and remind them Article 3 of the United Nations’ Universal Declaration of Human Rights states that “everyone has the right to life, liberty and security of person”.
Airbus launched the A380 a decade ago with high hopes for the rise of the super jumbo, but demand is dwindling. So what now for the future of the ultra-size market?
When Airbus first launched the A380 the marketing team at the European manufacturer had a field day. From bowling alleys to cinemas, the Super Jumbo was set to become the cruise ship of the skies. However, with the exception of First Class showers, bars and even a small art gallery, such innovations have been ignored by operators in return for maximising seating capacity to deliver the best economics to the airlines and comfort to passengers.
But far from its maximum capacity of 853 passengers, all the airlines to operate the type have decided upon three or four class arrangements seating around 500-500 passengers, with the most densely configured aircraft – one of a number of layouts for Emirates Airlines – providing 615-seats in a two-class offer. The lower-end of this market is also served by the Boeing 747-8I, the passenger variant stretch of the famous Jumbo Jet.
The demand for airliners in the ultra-sized market was always going to be small relative to other sectors, especially as developments with engine technology have allowed widebodied twins to fly as far, but significantly more efficiently than the four engined A380s and 747s. Airbus claimed a strong need for the Super Jumbo to support airport congestion and serve hub to hub markets.
Boeing agreed in principle, but disagreed on the size of the market in favour hub-buster smaller aircraft that would enable airlines to fly non-stop long-haul point-to-point services between non-hub airports, but still kept its toe in the water with the 747-8, which with a further extension to the upper deck of the aircraft added a further 50 seats versus the popular 747-400.
As we now enter the tenth year of A380 operations it is clear that the aircraft has not been the commercial success that Airbus hoped, although you certainly will not be hearing an executive of the company stating this publicly.
Since its entry into commercial service in October 2007 with Singapore Airlines, the manufacturer may have added to its backlog, but the almost all of these orders have come from repeat customers and the majority have been from the largest operator Emirates Airline. In fact over the past two years Airbus has added just two units to its backlog as Emirates has grown its overall commitment to 142 aircraft, of which more than 80 are already in service.
Only 13 airlines currently operate the A380, with nearing 200 aircraft now in service. The outstanding Airbus orderbook of around 120 aircraft includes orders that are unlikely to be fulfilled including aircraft for Virgin Atlantic Airways and additional commitments from existing customers such as Air France, Qantas and Singapore Airlines. All Nippon Airways (ANA) is the only new customer for the type with three aircraft due in 2019, although the orderbook does include aircraft with lessors Air Accord and Amedo that are yet to be placed.
A closer look at A380 operations shows that the aircraft has partly delivered on the Airbus promise of hub flying, with Dubai International, London Heathrow, Singapore Changi, Bangkok Suvarnabhumi and Sydney airports the largest gateways for A380 operations this winter. The aircraft has certainly allowed airlines to boost capacity on busy routes such as Emirates between Dubai and the UK, while British Airways and others have used the aircraft to merge two rotations into one and redeploy assets elsewhere.
However, it has become clear that for many airlines the aircraft is just too large to sustainably serve markets. An example is Malaysia Airlines which has already dropped the aircraft from the Kuala Lumpur – Paris market and will soon replace its remaining aircraft on the Kuala Lumpur – London route with smaller twin-engined aircraft.
The Asian carrier has been seeking to find new owners for its aircraft for a couple of years without success and with the slow sales of new aircraft and recent news that Singapore Airlines will not renew the lease of its first A380 when its ten-year deal expires next year, has led many analysts to suggest the end of the line for the Super Jumbo.
But is it really that bad when you consider the huge investments airports across the globe have made to handle the larger jets? Singapore Airlines has confirmed that although it will likely retire some of its early production A380s, it remains committed to the aircraft and still sees a role for the aircraft, particularly on high-demand routes to slot-constrained airports. Meanwhile, Emirates remains as committed as ever to the programme with its chief executive officer, Sir Tim Clark, stating recently that the world needs more A380s as airports get increasingly congested.
Malaysia Airlines may have even found a new market for the aircraft with chief executive officer, Peter Bellew, revealing at World Routes that Malaysia Airlines was in the process of establishing a sister airline venture that would take over the operation of its A380 fleet and operate them for specific missions (such as Hajj and Umrah) and on wet-lease agreements for other operators not wishing to fully commit to acquiring their own aircraft.
The former Ryanair executive has subsequently confirmed detailed discussions with Airbus over the proposal and is understood to be currently looking at configuration options to make these aircraft suitable to customers – this included maintaining their current 496-seat layout, a 605-seat two-class option and a 700-seat, all-Economy offer ahead of the launch of the new business.
“I think it if you take a five-to-six-year view of this, there is enough volume of very predictable movements of people related to religious pilgrimage and other short- and medium-term wet-lease use of these aircraft to probably sustain a fleet up to 20 aircraft globally,” he said.
Boeing may not have invested as heavily in the ultra-large sized aircraft market, but is witnessing the same demand issues as Airbus. Only Air China, Korean Air and Lufthansa have signed up to the 747-8I Intercontinental, the passenger version of the aircraft, and just 36 aircraft are in service. Interestingly two of these three operators are also customers for the A380.
With Airbus having dropped plans to produce a freighter variant of the A380, Boeing has been able to grow its 747-8 customer base, with over 70% of the 110 aircraft in service being dedicated freighter aircraft serving with the likes of AirBridgeCargo Airlines, Atlas Air, Cargolux, Cathay Pacific Cargo, Korean Air Cargo, Nippon Cargo Airlines, Saudia Cargo, SilkWay Airlines and Volga-Dnepr Airlines. A recent deal from UPS Airlines, originally a customer for the A380 freighter has guaranteed 747 production for at least a couple more years.
The Airbus A380 and Boeing 747-8I have shown their adaptability to serving different markets through the scheduled operations of their existing customers. During nine years of service the A380 has flown to 75 different airports, albeit many of these were special one-off promotional rotations from Emirates Airline. Meanwhile, the 747-8I has seen service in Africa, Asia, Europe and the Americas over the past 4+ years, most famously a special ‘Siegerflieger’ themed aircraft flying Germany back from Brazil after winning the 2014 Football World Cup.
The majority of A380 missions have been between hub airports with the three busiest routes for the aircraft linking the world’s two busiest international airports (Dubai International – London Heathrow) and on the Singapore Changi – London Heathrow and Dubai International – Bangkok Suvarnabhumi city pairs. The A380 and 747-8I have both also been used to meet high demand in short-haul markets with Air China and China Southern Airlines using the equipment heavily along the largest domestic corridors in mainland China.
This winter the Airbus A380 once again holds the right to operating the world’s longest regular scheduled service by distance after Emirates Airline introduced the type on its Dubai – Auckland non-stop service in late October, replacing the smaller 777. This route (at 14,193km) had replaced the Qantas Sydney – Dallas link (at 13,802) as the world’s longest, a route that has also been flown using an A380 since September 2014. The Super Jumbo will retain this record through to February 2017 when Qatar Airways inaugurates its own link to Auckland from Doha’s Hamad International Airport using a 777-200LR.
Interestingly, Doha will also become the destination of the shortest regular A380 scheduled service this winter after Emirates Airline introduces the type on one of its nine daily flights between Dubai and Qatari capital from December 1, 2016. At just 379km it may seem strange to use a long-range aircraft on such a route, but Emirates says it will allow it to meet peak morning demand on the route and supports wider long-haul fleet utilisation.
It is clear that market conditions and competition from other aircraft programmes has limited the need for ultra-large airliners such as the A380 and 747-8I. However, as the global industry continues its rapid growth and with airport congestion likely to remain and potentially further develop as a major constraint on the system, there could be a future rise in demand for these airliners.
There are certainly hub-to-hub markets that easily support such high-demand airliners and an increasing number of city pairs that could also support such aircraft. That is why both Airbus and Boeing are keeping their options open and, despite sales challenges, will be working hard to support demand for both new and secondhand equipment.
This article is sourced from an original feature by Richard Maslen that appeared in…ROUTES NEWS – ISSUE 7, 2016 – Click here to view the magazine.
George Brown is a decorated soldier and health professional and 40 year veteran in the field of emergency nursing and paramedical practice, both military and civilian areas. He has senior management positions in the delivery of paramedical services. Opinions expressed in these columns are solely those of the author and should not be construed as being those of any organization to which he may be connected.
He was born in the UK of Scottish ancestry from Aberdeen and a member of the Clan MacDougall. He is a member of the Macedonian community in Newcastle, and speaks fluent Macedonian. While this may seem a contradiction, it is his wife who is Macedonian, and as a result he embraced the Macedonian language and the Orthodox faith.
His interests include aviation and digital photography, and he always enjoys the opportunity to combine the two. Navigate to his Flickr site to see recent additions to his photo library.
Џорџ Браун е украсени војник и професионално здравствено лице и 40 годишен ветеран во областа на за итни случаи старечки и парамедицински пракса, двете воени и цивилни области. Тој има високи менаџерски позиции во испораката на парамедицински услуги. Мислењата изразени во овие колумни се исклучиво на авторот и не треба да се толкува како оние на било која организација тој може да биде поврзан.
Тој е роден во Велика Британија на шкотскиот потекло од Абердин и член на Kланот MacDougall. Тој е член на македонската заедница во Њукасл, и зборува течно македонски. Иако ова можеби изгледа контрадикција, тоа е неговата сопруга кој е македонски, и како резултат научил македонскиот јазик и ја примија православната вера.
Неговите интереси вклучуваат авијација и дигитална фотографија, и тој секогаш ужива во можност да се комбинираат двете. Отиди до неговиот Фликр сајт да видите последните дополнувања на неговата слика библиотека.
Discussion on the law that applies to or affects Australia's emergency services and emergency management, by Michael Eburn, PhD, Australian Lawyer. Email: meburn@australianemergencylaw.com
Oh, let's see...distinguished Gen-X'er, frustrated writer and mom living in the confines of a small town that thinks it's a big deal. And have I mentioned Walmart yet?
Navy aircraft use different terms for go-arounds and balked landings.
Ken Hoke has been flying for over 30 years. He’s currently a Boeing 757 & 767 captain flying international routes for a package express airline. In his spare time, he writes 
Words, By George! 